Chassis-oiling system



April 15, 1924.

3 Shets-Sheet 1 Filed June 14 1920 M w W wfi W. j

g l MW m m 1 p mn f. E m w 6 April 15 1.924c

Wi lie T. J. LITLE, JR

CHASSIS OILING SYSTEM Filed June 14 1920 3 Sheets-Sheet 2 IIIIIIIIIIIIIIIIM; :1

II IIIIIIIIIIIIIIIIIIII/III April 15, 1924.

T. J. LITLE, JR

CHASSIS OILING-SYS' IEM Filed June 14', 1920 3 Sheets-Sheet 3 51 vwento'p Witness useful Improvements Patented Apr. 15, 1 924.

UNITED STATES. PATENT OFFICE,

THOMAS .1. LITLE, an, or DETROIT, MICHIGAN, AssIe omrY MESNE ASSIGNMENTS,

' To HAROLD H. mucous, or DETROIT, MICHIGAN.

(Messrs-cirrus SYSTEM.

Application filed June 14, 1920. Serial No. 388,955.

To all it may concern Be it known that I, THOMAS J. LITLE,v J r., acitizen of the United States, and residing at Detroit, Wayne County, State of Michigan, have invented certain new and in Chassis-Oiling Systems, of which the following is a specification.

This invention relates to an oiling systern for the chassis of an automobile and particularly to a construction by which oil is supplied-from a single source to various parts of the chassis which it is desired to lubricate.

Arrangements of this general character hav heretofore been devised but such' sys-;

I am able to overcome these objections and to provide a system which will operate practically automatically and which does not necessitate the .use of manually operated valves or other mechanism to which attention must be frequently given.

In order to accomplish these results I provide a special construction of receptacle or filler cup communicating with the crank case of the motorfon receiving the oil which is supplied to such crank case and I connect to such filler cup a system of oil pipes which lead to the various parts of the chassis which areto be lubricated, the parts being so arranged that in the process of supplying'oil to the crank case of the motor, a'certain desired quantity of the same will be caught or trapped in the filler cup and conducted therefrom to the parts of thechassis to which oil is to be supplied.

, In order that the oil passing into the lubricating system may be properly distributed to the various parts to be lubricated means are provided for restricting the flow of oil into the various branches by'which the oil can be satisfactorily conducted to such parts, and certain features of the invention are therefore found in the special means which I have devised for supplying oil to parts such as those specified.

A still further feature of my invention consists in means for conducting oil to certain parts of the chassis where, on account of mechanical interference, a straight oil pipe can not be employed.

The invention is set "forth in detail in the following specification and illustrated in the accompanying drawin s in which:

Figure 1 is a plan view an automobile chassis showing my system applied thereto; 3

Figure 2 is a view in side elevation showing certain parts of the system and their relation to parts of the automobile construction;

Figure 3 is a view partly in section and partly in elevation showing the means for supplying oil to the steermg knuckles of the automobile;

Figure 4 is a plan view also showing the arrangement by which oil is supplied to certain parts of the steering mechanism;

Figure 5 is a sectional view illustrating the construction of the-,receptacle or filler cup into which the oil is placed and from which it passes to the crank case and to the oiling system of the automobile;

Figure 6 is a sectional view on'the line 6-6 of Figure 5;

Figure 7 is a sectional view showing an arrangement by which the shackles and shackle bolts are supplied with oil;

Figure 8 is a sectional view on the line 7 7 of Figure 2 showing particularly the means employed for restricting the flow of oil to the various branches of the system;

Figure 9 is a view similar to that of Figure 7 showing a somewhat modified arrangement of the means for restricting the flow of 01 Figure 10 is a sectional view showing a .dip-lme construction, that is, an arran ement employed at points where a s'traig t oil pipe cannot be used and also showing a swivel connection which is necessary in certain locations;

Figure 11 is a view in elevation of certain of the parts appearing in Fi ure 10;

Figure 12 is a longitudinal e evation showing a somewhat modified form of dip-line construction Referring to the drawings in detail 1 represents the filler cup for receiving oil to be supplied to the crank case of the motor. This cup has an outer wall of the desired configuration and also a re-entrant wall shaped to form a hollow or tubular member 2 into which oil flows in passing to the crank case of the motor, a continuation 3 of said member being provided for attaching the filler cup to the crank case or to a suitable tube communicating with the crank case. At its upper end the tubular member 2 is provided with a cover 4 beneath which opemngs or passages 5 are provided, through which openingsthe oil passes into said member 2. Between the outer wall of the filler cup and the reentrant wall or member 2 there is arranged a double walled slidable shell 6 which is open at its upper end and which consti tutes a receptacle into which the desired quantity of oil is caught or trapped when oil is being supplied to the crank case of the motor.

Arranged in the shell 6 is a plate 7 to which a series of pins 8 are secured, these pins projecting through openings in the bottom of the shell 6 and being surrounded by springs 8, each of which is arranged between the bottom .of the shell and a suitable head formed on one of the pins 8. The shell or receptacle 6 is also provided at its bottom with a series of ports or openings 9 through which oil can pass from said shell into the lower portion of the filler cup; The heads of the pins 8 normally contact with the bottom wall of the filler cup and it will be understood that when free to act the springs 8 will therefore cause the shell or receptacle 6 to move upwardly into contact with the plate 7 so that the ports 9 in the bottom of the shell will be'closed to the passage of oil.

The filler cup 1 is further provided with a cover 10, the cover and body of the cup being provided with cooperating screw threads 11 by which the cover can be secured in position on the body of the cup. A series of openings 12 are formed in the cover 10'for a purpose which will hereinafter appear. The cover 10 is provided with a depending hood '13 which isso shaped as to snugly fit over the upper end of the tubular member 2 and when in position to engage the same beneath the o enings5 insaid member. The depending bed 13? ofthe; cover isso arranged" that when the cover is threaded on the body of the filler cup '1 the hood will contact with and move the slidableshell or re ceptacle 6'downwardly against the action of the springs 8*. 'Such downward movement of the shell causes the plate 7 to be separated from the bottom of the shell or receptacle 6, which results in opening the ports 9 and oil emmas trapped in the shell can then pass into the lower portion of the filler cup 1. The plate 7 thus acts as a valve to open and close the ports 9 as the'cover 10 is applied to or removed from-the filler cup.

To prevent formation of a vacuum in the filler cup 1 a vent 14 is provided in the upper portion of the outer wall thereof and such outer wall at the lower part thereof is also provided with a series of openings 15 through which the oil trapped by the shell or receptacle 6 can pass to the distributing pipes of the chassis oiling system.

From the construction'described it will be observed that when the cover 10of'the filler.

crank case of the motor will be free topass' out through the openings 5 in the tubular member 2 and the openings 12 of the cover 1O 7 to the atmosphere and such gases or vapors will be prevented frompassing into I the chassis oiling system.

Connected to the bottom of the filler cup '1 and secured in the opening 15 "thereof are pipes 16, 16 which constitute the main distrlbuting pipes for conducting oil .to the various parts on opposite sides of the automobile chassis. As shown, two of such pipes are connected to the filler cup but it is evident that any desired number may be employed for conducting the oil to the desired parts of the chassis.

From the foregoing it will be seen that the filler cup 1 includes two chambers, that within the tubular member'2 and that between the wall of the member 2 and the outer wall of the cup, the first of these chambers being in open communication with the crank case of the motor and the other communicating with the pipes 16' for conducting oil to various parts of the chassis.

Referring particularly to Figures 1 and 2 of the drawings it will be noted that the main distributing pipes 16, 16 are connected to oil distributing members 20 to which various branches of the lubricating system are attached. Similar distributing members 20, 20 are provided at other places in thesvstem. To provide proper metering or distribution of the oil to the various branches of the system the following arrangement has been designed. Secured in the side of the oil distributing members 20 are suitable couplings 21 to which oil conducting pipes B are connected. Couplings 21 are provided with passages 21 in which are mounted suitable means for restricting the flow of, oil

} through said passages. As shown in-Figure ,in either case being to restrictvthe fiow of oil so that the proper amount of lubricant W111 pass through each of thepipes. It is to be understood that such restricting or metering means may be provider. at any point in the system where one pipe branches from another and where'it is desired'to restrict the flow of oil into such branch pipe.

The pipes for conducting oil from the two distributing members 20"to the distributing members 20, 20", are designated in the drawings by the letter A while the branch pipes connected to such members are designated by the letter B. It will be understood that these pipes B are led to any portion of the automobile chassis to which oil can be conveniently conducted for the purpose of lubrication, and that such pipes are made flexible where necessary to take care of relative motion between the frame of the chassis and the part of the running gear to which such pipes may be connected. a I

Two of said pipes B, as shown in the drawings, are arranged toconduct oil to certain parts of the steering mechanism, these pipes being connected to the upper ends of the bolts 21 by which the steering knuckles 22 are pivoted to the axle 23. As shown particularly in Figure 3, each of the bolts 21 is provided with a long' channel 21 which.

communicates with the end of the oil pipe B and also with a short channel 21 which also communicates withsaid oil pipe B. Opposite the lower end of the short channel 21 knuckles 22 are provided with openings 22 in which one end of pipe (J is secured. The other. end of said pipe G is connected to the joint formed between the steering arms. 24 and the transverse steering bar 25. which is pivotally connected to said arms. The foregoing arrangement provides means by which a supply of oil can be conducted to certain parts of the steering mechanism.

The arrangementfor supplying oil to the spring shackles will'now be described. As shown particularly in Figure 6 of the drawings the shackle bolts 26, 27 are made hollow and the shackles 28 are provided with a passage 28 which connects the interior of one of the shackle-bolts with the interior of the other shackle bolt. The shackle bolts. are also provided with openings 26, 27,

which extend from the interior to the exterior thereof. The upper shackle bolt 26is also provided with a short stand pipe 26 which serves to prevent. the passage of oil therefrom until the same reaches a certain level in the hollow portion of said bolt. The upper shackle bolt in each pair is connected to one of the oil pipes Bheretofore referred to, and it willbe understood that as the oil in the said pipe flows into the upper shackle bolt and reaches a certain level therein it will pass intothe lower shackle bolt and by means of the openings 26, 27, in said bolts the outer surfaces of said bolts will receive a supply .of lubricating material.

In the system as thus far-described, it will be noted that the various branch pipes B lead straight from the distributing lines A to the parts to be lubricated which in each case is located at a lower level than any intermediate portion of the branchpipe. In

other words, the branch pipes contain no downward bends or dips which extend below the outlets thereof. In such cases the branch pipes can be directly connected to "the main distributing pipes of the system pipes B. However, there are places in the chassis where, on account of mechanical interferences, it is not, ossible to employ a straight branch pipe or conducting oil to the point to be lubricated. To overcome this difliculty, I employ a dip-line construction such as shown in Figure 10 or Figure 12 of .the drawings. This construction comprises a dip-cup 30 connected to one ofthe main distributing pi es A or to any suitable branch pipe. s shown in Figure 10 the dip-cup 30 contains a chamber 30 for re ceiving oil, a removable plug 30 forming part of one wall of said chamber, a socket '3 Ointo which a branch or dip-pipe D may be secured, and passages 3O and 30 through which oil may flow into said chamber and from there into the socket 30 and the dippipe connected thereto; The dip-pipes D, as shown in Figure 10, may be connected to the dip-cups by .a swivel construction, later described, or directly thereto as illustrated in Fi ure12, and such pipes are also connecte to parts 31, 32, to be lubricated. The use of a dlp-cup is advantageous for the folis employed, obviously such a pipe will be filledv with oil at all times up to a point corresponding to the outlet of the pipe. In Figures 10 and 12 of the drawin the letter L designates approximately t e level at which the oil would stand in 'the pipes, D. If such pipes were directly connected to the pipes A and the normal level L of the oil were near the pipes A, there would be little space above the level of the oil in the pipes D for the race tion of a new supply of oil. The oil standing in the pipes D possesses considerable inertia and sluggishness of movement and on account of this fact, there would be little or no movement of such oil as the mass or 50b of oil passes through the supply pipes The result of such construction, therefore. would be that. n0-free space being provided to receive the oil, a sufiicient supply of oil would not be diverted to the pipes D as the mass or gob of oil flowed by the inlet to such pipes. The dipcone-shaped end portion 34 and providedwith a longitudinal passage 35 which communicates with a circumferential groove 36 formed in said beveled portion 34. A swivel member .37 having a cone-shaped socket is rotatably mounted on the cone-shaped por- 7 tion 34 of said nipple 33, said swivel member being yieldingly held in place by a coiled spring 38 arranged between said member and a dished-washer .39 mounted on a bolt 40 threaded into the end of the nipple 33. .llhe swivel member 37 is provided with a hollow boss 41 in which an oil pipe may be secured. A passage 42 extends from the bottom of. said hollow boss to the interior surface of the nipple, such passage being so positioned as to communicate with the groove 36 of the nipple when the parts are assembled. In the drawings I have shown the nipple applied to a dip-cup 30, but it is apparent that such nipple may be used 1ndependently of the dip-cup and attached 1n any other suitable manner to the main distributing line. I have also shown a dippipe D secured in the boss 41 but obviously straight, other kinds of branch pipes, may be used in this connection.

Having thus described my invention .what I claim as new and desire to secure by Letters Patent is:

1. In an automobile chassis oiling system, a filler cup connected to the automobile motor, a cover for said cup, said cup having a chamber, a conduit for conducting oil away from said chamber to parts of the automobile chassis, means for preventing flow of oil from said chamber while oil is being sup,- plied to said cu and means operable by said cover when orced into positions on said cup for opening communication between said chamber and said conduit.

2. In a chassis oiling system, a filler cup having two communicating chambers, a cover therefor, one of said-chambers being in open communication with the crank case of the automobile motor and means connected to the other chamber for conducting oil therefrom to various parts of the automobile chassis, meansfor causing oil to flow into said last named chamber when supplied to the'cup, valve means for preventing flow of oil from said last named chamber, and means for releasing said valve means when said cover is forced into osition on said cup.

3. In a chassis oiling system, a filler cup vof oil from said last named chamber,

having two communicating chambers, a cover therefor, one of said chambers being in open communication with the crank case of the automobile motor and means connected to the other chamber for conducting oil therefrom to various parts of the automobile chassis, means for causing oil to fiow into said last named chamber when supplied to the cup, valve means for preventing flow;

means for automatically releasing said valve means when the cover is placed on the filler cup. r

4:. In a chassis oiling system, a filler cup having two communicating chambers, one of said'chambers being in open communication with the crank case of the automobile motor and means connected to the other chamber for conducting oil therefrom to various parts of the automobile chassis, means for causing oil to flow into said last named chamber when supplied to the cup, valve means for preventing flow .of oil from said last named chamber, and means for releasing said valve means.

5. In an automobile chassis oiling system, a filler cup having an inner chamber communicating with the crank case of the automobile motor and also having an outer chamber surrounding said inner chamber, means for conducting oil from said outer chamber to various parts of the automobile chassis, means for deflecting oil into said outer chamber when the same is supplied to said cup and means for conducting oil from said outer chamber to said inner chamber after the same reaches a predetermined height in said outer chamber.

6, An automobile chassis oiling system comprising a filler cup, a tubular member arranged within said filler cup and having communication with the crank case of the automobile motor, said tubular member having an opening therein above the bottom of said filler cup, whereby oil can fiow from said cup into said tubular member, and a pipe communicating with said filler cup outside of said tubular member and below said opening for conducting oil to parts of the automobile chassis. v

7. An automobile chassis oiling system comprising a filler cup, a tubular member arranged within said cup and having communication with the crank case of the automobile motor, the walls of said tubular member being spaced from the outer walls of said filler cup, said tubular member having an opening therein above the bottom of said filler cup whereby oil can flow from said cup into said tubular member, and a pipe connected with said filler cup below the opening in said tubular member and communicating with the space between the outer walls ofsaid cup and the walls of said tubular member.

comprising a filler cup, acover therefor,

means for conducting oil from said cup to the crank case of the automobile motor, means for trapping a quantity of oil in said cup when oil is supplied to the crank case of the motor, pipes for conducting oil to parts of the automobile chassis, and means movable by said cover when the same is placed on the filler cup for releasing said trapped 'oil to permit the same to flow into said pipes.

10. An automobile chassis oiling system comprising a filler cup, meansfor conducting oil therefrom to the crank case of the automobile motor, means for trapping a quantity of 'oil in said cup when oil is supplied to the crank case of the motor, a valve for retaining said trapped oil, pipes for conducting oil to parts of the automobile chassis, andmeans for opening said valve to permit the trapped oil to flow into said pipes.

11. An automobile chassis oiling system comprising a filler cup, means for conducting oil therefrom to the crank case of the automobile motor, a slidable receptacle mounted in said cup, saidreceptacle being open at its top, means for resiliently urging said receptacle toward the upper part of the cup and into position to receive and trap a quantity of oil when oil is supplied to the crank case of'the motor, means for moving the receptacle downwardly and means for releasing the oil therefrom when it is so moved. I

12. An automobile chassis comprisin arranged t erein and having its walls spaced from the side wall of the filler cup, said tubular member communicating with the crank case of the automobile motor for conducting oil thereto fromwthe filler cup, the inlet from the filler cup to the tubular member being spaced above the bottom of said cup, a slidable receptacle arranged in the space between said tubular member and the side wall of the filler 'cup, the upper end of said receptacle being open, means for yieldingly urging the receptacle u wardly in said filler cup so that the open end thereof will be positioned adjacent said inlet tothe tubular member whereby oil will'be trap ed in said receptacle when oil is suppli to the crank case of the motor, a port in the oiling system a filler cup, a tubular member' lower end of said receptacle, means forclosing said port when the receptacle is moved toward'the upper end of the filler cup, and

means for moving said receptacle downwardly whereby sald port'is opened and the trapped oil is permitted to flow from said receptacle.

13. Anautomobile chassis oiling system comprising a filler cup, a receptacle slidably mounted therein and open at its upper end 'to receive and trap a quantity of oil, ports in the lower end-of said receptacle, a plate arranged in said receptacle, a series of pins secured to said plate and extending'through the bottom of said receptacle, springs surrounding said pins and bearing against said receptacle whereby said plate is held againstsaid receptacle and said ports are closed, and means for moving said receptacle and plate relative to each other whereby said ports are opened and the trapped oil is'permittedto flow from said receptacle.

14. An automobile chassis oiling system comprising a filler cup, a tubular member arranged therein and having communication with the crank case of the automobile motor, whereby oil supplied to said filler cup will pass to the crank case of the motor, the inlet from said cup to said tubular member being spaced above-the bottom of said filler cup, a cover for said filler cup, said cover having a hood adapted to engage and snugly fit said tubular member when said cover is in position on the filler cup, and a pipe connected to said filler cup below the inlet to "said tubular member or conducting oil to parts of the automobile chassis.

15..An automobile chassis-oiling system comprisinga filler cup, a tubular member arran ed therein and having communication with t e crank case of the automobile motor, a cover for said member, said member having openings in the side thereof beneath the cover, a cover for said filler cu havin openings in the side wall thereo a ho on said cover adapted to engage and closely fit said tubular member beneath the-o enings therein, whereby gas and vapors om sald crank case freely pass through said tubular member to the atmosphere, and a pipe connected to said filler cup below the openings in said tubular member whereby o1l trapped in said cup below said openings may pass to parts of t e automobile chassis.

16.- In an automobile chassis oiling system, a filler cup connected to the automobilemotor, said cu having an inner chamber and an outer 'c amber, the inner chamber communicating with the crank case of the means for deflecting oil into the outer chamher when the same is supplied to the filler and means for conducting oil from the outer chamber to the inner chamber after the oil reaches a predetermined level. in

munication with the crank case of the automobile motor and the outer chamber having 10- means connected thereto for conducting oil to various'parts of the automobile chassis,

a slidable receptacle mounted in said outer chamber, yielding means for moving'said receptacle toward the upper end of the outer chamber, means for deflecting oil into said receptacle when the same is su plied to the filler cup the upper end of said receptacle meaeae being in communication with said inner chamber whereby oil will flow from said receptacle into the inner chamber after it reaches a predetermined height in the former, said receptacle having openings in the lower portion thereof, means for closing said openings when the receptacle is forced upwardly by said yielding means, and means connected to the cover of the filler cup for forcing saidreceptacle downwardly when said cover is applied to the cup whereby said openings in the cup will be uncovered and permit oil to flow from the receptacle into said outer chamber.

. In testimony whereof I afiix my signature.

THOMAS J. LITLE, JR. 

